Power-transmitting mechanism.



W. C. BAKER.

POWER TRANSMITTING MECHANISM.

APPLICATION FILED JULY I5. 1915- Patented May 22, 1917.

3 SHEETS-SHEET I.

W. C. BAKER.

POWER TRANSMITTING MECHANISM. APPLICATION men JULY 15, 1915.

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Patented May 22, 1917.

3 SHEETS SHEET 3.

' UNITED STATES PATENT OFFICE.

WALTER C. BAKER, OF CLEVELAND, OHIO, ASSIGNOR TO THE AMERICAN BALL BEARING COMPANY, OF CLEVELAND, OHIO, A CORPORATIONOF OHIO.

POWER-TRANSMITTING MECHANISM.

Specification of Letters Patent.

Patented May 22, 1917.

State of Ohio, have invented certain new and useful Improvements in and Relating to Power-Transmitting Mechanism, of which the following is a specification.

This invention relates to improvements in power transmitting mechanism, more particularly to final driving or propelling mechanism for motor vehicles.

One of the objects of the invention is to provide rear axle drive mechanism which will transmit power delivered thereto with high efficiency and minimum noise.

Another object of my invention is to provide such mechanism capable of economical manufacture, including assembly.

Another object of my invention is to re duce as much as possible weight consistent with durability in. such mechanism.

Still a further object of the invention is to provide for and insure proper lubrication of all bearings, particularly the thrust bearings along the propeller shaft of a bevel gear drive transmission mechanism such as a driving axle or jack shaft.

Another object of my invention is to insure proper lubrication of the outer bearing of a pair of anti-friction bearings for the propeller shaft, wheresuch propeller shaft drives a right hand spirally cut driving or bevel gear.

Other objects of my invention will be obvious to one skilled in the art from the following description of apparatus embodying it which I have herein selected for; the purpose of illustration.

Figure 1 is a view partly in plan and partly in section of a part of a power transmitting mechanism embodying my invention.

Fig. 2 is a section illustrating the mounting of one end of the difi'erential housing, the adjacent differential gear and the connection between said gear and the inner end of the driven shaft.

Fig. 3 is a longitudinal axial section of the portion of the housing which supports the propeller shaft.

Fig. 4 is a rear end elevation of the forwardly ng secti n or horn of the axle housi g.-

Fig. 5 is a section on the line 5-5 of Fig. 4.

Fig. 6 shows a vertical section through the forwardly extending portion or horn of the axle housing, the bearing 18 being removed and the shaft 7 shown in section, and the meshing teeth of the gears 19 and 20 being indicated in their relation to the inlet port 31.

1 indicates as an entirety the rear axle housing. It preferably comprises. a centrally disposed enlarged section 2, laterally extending tubular sections 3, 3', and a forwardly extending section or horn 4.

The enlarged section 2 is adapted to receive and support a suitable differential mechanism, indicated as an entirety by 5 The tubular lateral extensions 3, 3, are intended to house the driven shaft sections 6, 6, and the section A is arranged to receive and support the propeller or drive shaft 7.

Preferably the section 2 is comprised c two parts 2, 2, which are snugly fitted together at their adjacent edges and detachably secured together by means of bolts 8. Each of the portions 2, 2 hasan inwardly extending support 2 2", having alined tubular hubs 2, 2. Each said support is shaped like the frustum of a cone and has integral strengthening webs 2 2 between, it and the adjacent inner wall of the housingi,,,,,,,f lheinner end of the tubular section 3 is snugly fitted to and detachably secured by means of bolts 9 to the adjacent wall of the part 2 of the section 2 of the housing, whereas the inner end of the tubular section 3' is similarly secured to the adjacent face of' the portion 2 The section 2 of the housing may be made of any suitable relatively light material, such as an aluminum alloy, lendingv itself to simple, cheap and rapid machining and assembly. i

10, 10f are tubular sleeves, each of which fits at one end in the adjacent hub 2 and has an annular flange 10 which bears or thrusts against the adjacent inner face of the adjoining support 2".

11, 11' are anti-friction bearings of any well known type, each supported on the inner end of the'adjacent sleeve 10, 10', respectively.

For the purpose of illustration I have shown an ic ion bearings o he aper roller type, the rolls being so disposed that j the outward thrusts of the rolls will be ported upon the outer races of the adj oining anti-friction bearings 11, 11', respectively. This differential housing may be constructed in any well known manner. I have shown it to be composed of two parts separable in a plane transverse to the longitudinal axis of the housing, and which are held together by bolts 12".

The differential gearing within the differential housing may be of any well known form. I prefer to use bevel gearing for this purpose and have shown a pair of driven gears 13, 13, each having a-hub 13 which is mounted in the adjacent hub 12, 12, respectively, of the differential housing. Each hub 13 is suitably recessed to receive the broached, splined or squared inner end of one of the driven shafts 6, 6 and support the same while rotatable therewith in either direction about-the axis of said shaft, it being understood that each of the shafts 6, 6 may be detached at its inner end from the driven gears 13, 13', respectively, by outward movement of the shaft.

14 is a spider having radially disposed spindles 14' with flattened ends 14. The differential housing 14 is provided with a plurality of elongated openings 12, corresponding in number to the number of spindles 14 on the spider 14 and each adapted to receive the flattened end 14 of one of said spindles and to cause said spindles to rotate with the housing. while permitting them to move to and fro longitudinally thereof. '15 are differential pinions, each mounted on one of the spindles 14. As is well known in the art, the construction just described permits the differential gears readlly to adjust'and aline themselves to veach other, and obviates end thrusts through them and the spindles 14 onto the differentlal housing 12. The spider 14 may be said to float within the difi'erential housing 12 in operation.

The forwardly extending axle housing section 4 at its rear end is recessed at 4 to recelve the boss 2' on the forward end of the section 2, and is secured to the latter by means of bolts 16.

17, 18 are anti-friction bearings of any suitable type, disposech preferably at opposite ends of the section 4 and rotatably supporting and positioning the driving or propelling shaft 7. .7 I r For the purpose I. have shown anti-friction bearings of the taper roller type. The rollers of the forward bearing 17 are dis posed to take thrust oftthe shaft 7 rears wardly or inwardly toward the axle sections 6, 6', while the rollers of the bearing 18 are disposed to take the thrust of the shaft 7 forwardly or outwardly away fromthe axle sections 6, 6.

19 is a driving gear on the end of the shaft 7 within the housing section 2; it may be formed integrally with the shaft. 20 is a driven gear meshing therewith and detachably secured, as by means of screws 21, to

the differential housing 12 to rotate the latter.

' The proper position of the driven gear.

20 along its axis to correctly mesh with the driving pinion'19 may be obtained by interposing between the flanges 10 '10 on the sleeves 10, 1.0. and the inner adjacent antifriction bearing races or cones, suitable spacing washers 22. The proper relation of the driving pinion 19 and anti-friction bear-v ings 17 and '18 therealong may be maintained by means of suitable shoulders 4, 4 in the section 4, washer; 23 and nuts 24, 24 engaging screw threads on the shaft 7.

. The connections between the outer ends of the driven shaft 6, 6 and the wheel hubs may be made and these parts may be supported and mounted in any well known and suitable manner. For the purpose of illustration Ihave shown hubs 25 mountedon anti-friction bearings 26 supported upon the outer ends of the tubular extensions 3, 3.

The outer end of each shaft 6, 6' is connected to the adjacent hub 25 by a clutch plate 26 rotatable with the shaft section, inter.- locking in any well known manner with the adjacent edge of the hub 25, which interlock is maintained by hub cap- 27.

Where the propeller shaft for the bevel driving gear is mounted on two or more spaced anti-friction bearings, considerable difliculty at times with specially cut gears has been experienced in properly lubricating the front bearing, or the bearing which supports the front end of the propeller shaft. Again, where taper roller bearings are employed the tendency of the taper rollers in operation is to throw or discharge under centrifugal action lubricant from the bearings outwardlyfrom the large ends of the taper rollers. In fact, I have found the "outer or'front bearing 17 cooperating with right hand spirally cut bevel gears soon to be destroyed in actual practice, where for lubrication reliance was made that lubricant from within the housing 2 would work itsway to the bearing 17 and lubricate it. And I further have found t at lubricant, placed in. the section 4- and etween the taper roller bearings 17 and 18 when the mechanism was assembled, would not suflice and would soon be discharged by the centrifugal action of the taper rollers.

Accordingly I have conceived the idea of using the propelling action upon the lubricant between meshing teeth of a set of driving bevel gears tocause such lubricant to be directed to and forced between the elements of the bearing 17 properly to lubricate them, and at the same time I have provided for a circulation of lubricant to and from the said bearing elements to insure the proper operation of all of the coacting parts at all times. Furthermore my idea contemplates supplying lubrication in front of therear bearing 18 for lubricating it from its .front side, particularly where this bearing is of the taper roller type.

As teeth of a bevel pinion and driven bevel roll into engagement with each other,

' p the pressure with which they contact and the shape of the teeth tends to force the lubricant from between them. I therefore form in the housing section 4 a lubricant duct 30' having an outlet port 32 in the space between the bearings 17 and 18 and an inlet port 31 closely adjacent to a point at which the gearing 19, 20 discharges or forces the lubricant outwardly or away from the meshing teeth, so that such lubricant will be forced under the pump or propelling action of such gearing through the port 31 into and through the duct 30 and port 32 into the chamber 4 in the section 4. I also form another duct 33 in the easing 4 which extends from a port 34 slightly in front of the bearing 17 to a port 35 in the chamber 4, so that the lubricant forced into and forwardly out from the bearing 17 may find a return passageway by port 34, duct 33 and port 35 to the chamber 4. The duct 33 may extend through the front end of the housing section 4 and normally be plugged by a plug 33, to facilitate in construction, inspection of condition, and

clearing, if necessary. The amount of lubricant which escapes through the bearing 18 may serve to preclude excess of pressure within the chamber 4, but I prefer also to provide a return duct from the chamber 4 to the interior of the section 2. Such a duct is indicated by 36. It has an inlet port 37 in the chamber 4 and an outlet port 38 communicating with the interior of the casing section 2.

Each of the ducts 30, 33 and 36 may be formed, if desired, in the section 4 when it is cast.

Spirally cut bevel gears have been found to possess advantages in power transmitting mechanism of the class herein described, and have recently been somewhat extensively introduced commercially. Where the teeth of the bevel gears are spirally cut, as indicated in the drawings, in Fig. 1, their propelling action upon the lubricant may be even more effective than with straight out teeth, since the ends of smaller diameter of the teeth of a co-acting pair of teeth first engage and then roll into engagement toward their ends of larger diameter, progressively, so to speak, tending in the actual construction illustrated to force or propel lubricant from between them and direct it into the inlet port 31.

'VVith gears cut with teeth which are portions of right hand spirals, as shown in Fig. 1, the driving thrust for the pinion inwardly toward the axis of the driven gear 1s re-acted upon by a lesser thrust outwardly due to the normal tendency of the gears to force themselves apart, along their respective axes, the resulting total thrust inwardly on the outside bearing 17, consequently being less than the total resulting thrust outwardly on the rearmost bearing 18 would be where left hand spirally cut bevel gears are used and both the driving thrust and the normal gear thrust is outwardly. However, where such right hand out spiral bevels are employed and the driving thrust is taken on the front bearing 17 that bearing must be thoroughly lubricated in operation, and for this purpose I have found my invention to be particularly applicable.

It will be noted that with the construction embodying my invention the normal propelling action upon the lubricant of the bevel gears 19 and 20 is utilized to force lubricant through an adjacent port of a lubri cant duct which will direct it to the bearing particularly desired to be lubricated, and that return passageways for this lubricant are provided so as to substantially keep up a circulation thereof.

To those skilled in the art of making mechanism of the class described, many alterations in construction and widely differing embodiments and applications of my-invention will suggest themselves, without de parting from the spirit and scope thereof. My disclosures and the description herein are purely illustrative, and are not intended to be in any sense limiting.

What I claim is:

1. In power transmission mechanism, in combination, a gear case comprising a pair of sections detachably connected together in a transverse vertical plane, each section having a frusto conical inward extension, sleeves each fitted into one of said extensions and having an inward projection, and a rotatable gear support mounted at either end on the inward projection of the adjacent one of said sleeves.

2. In power transmission mechanism, in combination, a gear case comprising a pair of sections detachably connected together in a I thereagainst, and a gear support at either of one of said sleeves.

3. As a new article of manufacture,an axle housing comprising an enlarged gear receiving section and a pair of axle incasing tubes, each detachably connected at its inner end to the adjacent end of said enend rotatably mounted 'on the adjacent end larged section, either end of said enlarged section being the base of an inwardly tapering, integrally formed bearing support, and

a gear support mounted at either end on the adjacent inner, end of one of said taper-i ing bearing supports. V

4. As a new article of manufacture, an axle housing comprising an enlarged gear receiving section, having extending inwardly from either end thereof an inwardly tapering frusto conical bearing support, and a gear support mounted at either end on the adjacent inner end of one of said conical bearing supports.

'5. Asa new article of manufacture, an axle housing comprising an enlarged gear receiving section having extending inwardly from either endthereof an inwardly tapering frusto conical bearing support integrally connected at itsbase to the adjacent wall of said enlarged section, and a gear support mounted at either end on the adjacent inner end of one of said conical bearing supports,

6. As a new article of manufacture, in

combination, an axle housing comprising an enlarged gear receivingsection having extending inwardly fromon'e end thereof aninwardly tapering frusto conical bearingsupport andoutwardly from either end thereof an axle incasing tube, a diflerential housing rotatably mounted at one end' on said frusto conical bearing'support and at its other end rotatablysupportedfrom the adjacent end ofs'aid gear receiving sec tion, a propeller shaft mounted in said axle housing, a bevel pinion,carriedby'said propeller shaft within said. enlarged gear re ceiving section, and a bevel rin gear carried by saiddifl'erential housing, meshing with said bevel pinion and disposedfadjacent' said frusto conicalbearing support to direct the thrust of said bevel gears in operation towardsaid conical bearingsupport.

7. In combination, an axle housing, a propeller shaft mounted therein upon'a"pluv rality of bearings, a bevel driving gear: at the end of said propeller shaft within the housing, a driven gear suitably supported within said housing and meshing with saidv driving geanand a lubricant duct, having an inlet port disposed in the path of pro;

pulsion of lubricant from said bevel gears and a discharge port between said bearings along the propeller shaft. w g

8. In combination, an axle housing, a driving shaft mounted in bearings therein, there being a lubricant chamber between said bearings, a bevel gear at the end of therein, there being a lubricant chamber between said bearings, a driving bevel gear secured to the end of said driving shaft within said housing, a driven gear suitably supported within said housing and meshing with said driving gear, a lubricant supply duct having an inlet port arranged in the path of lubricant propulsion from said bevel gears, and an outlet port in said lubricant chamber between said bearings, and a lubricant circulation duct having'a port 1n said housing extending in front of the front most bearing for said driving shaft and a port in said lubricant chamber in the rear of said frontmostbearing.

10. In combination, an axle housing having a driving shaft mounted in bearings therein, there being a lubricant chamber between said bearings, a driving bevel gear secured to the end of said driving shaft within said housing, a driven gear suitably supported within said housing and meshing with said. driving gear, a lubricant supply duct havingan-inlet port arranged in the ,path of lubricant propulsion from said bevel gears, and an outlet port in said lubricant z 1 chamber between saidvbearings, a lubricant circulation duct, having a port in said hous ing extending'in front. of the frontmost bearing for'said driving shaft and a, port said lubricant chamber in the rear of said ing-an inlet port in sai'dlubricant chamber and an outlet port in said housing outside the path of propulsion of lubricant from said bevel gears. 1

11. Incombination, an axle housing hav ing an enlarged gear receiving and lubri- -cantholding section, apropeller shaft, a plurality of anti-friction bearings positioned in said housingand. in which ,saidpropeller shaft, is rotatably mounted, a spirally cut bevel drivinggear at theinner end of said propeller shaft within the housing, adriven gear suitablysupported within the housingsaid gears and a discharge port between said bearings along the propeller shaft.-v

i 12. In combination, an axle housing hav-' ing an enlarged" gear receiving and lubricant holding section, a propeller shaft, a

plurality of anti-friction bearings positioned -1n said housing and in which said propeller frontmost bearing, anda lubricant duct hav- I and meshing with said, driving. gear, and a a Y lubricantduct having an inlet port disposed in the path of propulsion of lubricant from pulsionof lubricant from said bevel shaft is rotatably mounted, a right hand spirally cut bevel driving gear at the inner end of said propeller shaft within the housing, a right hand spirally cut bevel driven gear suitably supported within thehousing and meshing with'said driving gear, and a lubricant duct having an inlet port disposed in the path of propulsion of lubricant from said gears and a discharge port between said. bearings along the propeller shaft.

13. In combination, an axle housing hav ing an enlarged gear receiving and lubri cant holding section and a forwardly extending tubular section provided with antifriction bearing supports having a lubricant chamber between them, taper roller bearings arranged in said bearing supports, a propeller shaft mounted in said bearings, a right hand out spiral bevel driving pinion at the end of said propeller shaft within said enlarged section of said housing, a right hand spirally cut bevel driven gear suitably supported within said enlarged section of said housing and meshing with said driving gear, and a lubricant duct having an inlet port disposed in the path of proears and a discharge port in said lubricant chamber between said bearings along 'the propeller shaft.

14. In combination an axle housing having an enlarged gear receiving and lubricant holding section, a propeller shaft, a plurality of anti-friction bearings arranged within said housing and in which said pro peller shaft is rotatably mounted, a bevel driving gear at the'inner end' of. said 'pro peller shaft within said enlarged portion of said housing, a driven gear suitably supe- 40 (ported within said housing and meshing with said'driving gear, and' means for directing lubricant from within said enlarged section of said housing under} the propelling action of said bevelgears in opw eration to the frontmos't of said anti-friction bearings for said propeller shaft.

15. As a new article of manufacture, a

housing for a. bevel gear drive axle, having an" enlarged gear receiving and lubricant holding section and a forwardly extending, tubular, propeller shaft supporting section having a lubricant chamber, and Ya lubricant ducthaving an inlet port disposed withinsaid enlarged sectionadjacent the point at which the teeth of the set ofdriving bevel gears mesh, and an outlet port in said lubricant chamber in saidforwardly extending section, J I p 16. In combination, an axle housing having an enlarged gear receiving and lubri-.

cant holding section, a propeller shaft, a

plurality of anti-friction bearings arranged within said housing and in which said propeller shaft is rotatably mounted, a bevel driving gear carried by said propeller shaft within said enlarged portion of said housing, a bevel driven gear rotatably mounted within said housing and meshing with said :driving gear, and means for directing lubricant from within said enlarged section of said housing under the propelling'action of said bevel gears and circulating it to said gears, and a discharge port disposed to direct the, lubricant so that it will lubricate said ant'i fr iction bearings.

18. In combination, an axle housing having an enlarged gear receiving and lubricant holding sect1on,.a propeller shaft, a plurality o anti-friction bearings positioned: in said housing and in which said propeller shaft is rotatably mounted, a right handrspirally cut bevel driving gear carriedby said propeller shaft and disposed within said housing,,a right hand spirally cut bevel driven gear rotatably mounted within the I housing and meshing with said driving gear,and a lubricant duct having an inlet port disposedfin thevpath of propulsion of lubricant from said gears, and a discharge.

1 :port disposed to direct the lubricant so that it will lubricate saidanti-friction bearings,

cant-holding sectlon and a forwardly extending tubular section, a pair of anti-frictlon bearings spaced apartand carried by rollers, a propeller shaftv mounted 1n said vbearings, means for directing lubricant from said enlarged section to said antifriction bearings for lubricating them, said means having an inlet port disposed within said enlarged section, and means in said enlarged section for forcing lubricant there'- F from through said inlet port.

, In testimony whereof Iaflix my signature in the presence of one witness. WALTER O.

Witness: I B. lPrrrs;

Gno.

19. In combination, an axle housing hava -1ng an enlarged gear receiving and lubri- 110 said tubular section, and each having taper 

